Options

[Owl]

Here as promised I'll try and list as many of the 744 retrofittable/configurable options not yet in PSX as I can. It won't be comprehensive as I don't have the list of factory/production options which will include a lot of additional stuff.

There are also things that are technically options but aren't optional in PSX which I won't include such as:

- not having the PVD/glareshield PTT
- having a non-GPS MMR
- no 8.33kHz VHF Spacing
- The million different WXR/XPDR control panels available

I also want to stress it's a list, not a feature request. I know not all of these are worth the effort or even possible.

Some are quite vague but it would take forever to include the full description and behaviour of each, so let me know if anyone wants more info on any of them.

GENERAL

- Engine Inoperative 10-Minute Takeoff Thrust Operation

AUTOFLIGHT

- ALTITUDE ALERT – 300/900 Feet

- Heading Hold at Autopilot Command Engage

- Customer Option 6

- Fixed ATHR washout profiles

COMMUNICATION

- (Dual) HF Data Link

- SELCAL Chime Inhibit Options

- Second Observer's Audio Panel

- CVR Manual ON/AUTO Switch

FIRE PROTECTION

- Automatic APU Bottle discharge

INDICATING AND RECORDING SYSTEMS

- Full format ARINC 744 Printer

CENTRAL WARNING SYSTEM

- Decision height aural alert – 925-Hz tone

- Fire Bell Duration Options

- Resettable Overspeed Siren

- A/P DISC Siren/Wailer Options

- EICAS Hydraulic and Landing Gear Synoptics Page – Addition Malfunction Messages

- CREW/PASS/SUPERNUMERARY OXY LO EICAS Message

- CREW/PASS OXY REFILL Status Message

- ELEC GEN OFF/ENG OIL PRESS message alert level

- Optional ADC/ ADC Comparator fail EICAS messages

- Expanded LOC display on CMD only

- V1 Aural Callout

- PFD Height Alert 2500/1500/1000 ft

- ND Grid Heading

- (Not an option but according to my info) With ND Range Arcs option they also should display on EXP APP mode or with TCAS selected

LIGHTING

- NO SMOKING permanent illumination/EICAS Inhibit

- Dual Fixed Taxi Lights on NG

GPWS

- "Smart 500" callout

- BANK ANGLE callout options

- BANK ANGLE variable callouts below 130' AGL

FMC

- Crew alertness monitor options

- Enable/Inhibit ADF/NDB approaches

- RTA Progress Enable/Disable

- FMC FAA Flight Rules (1.2g min maneuver margin)

- FMC CAA Flight Rules (1.3g min maneuver margin)

EFB

- Class 3 EFB provisions and installation

[Hardy Heinlin]

Thank you very much. Very interesting.


I think the following features are already included in PSX; they just cannot be optionally disabled:

- Heading Hold at Autopilot Command Engage
- Automatic APU Bottle discharge
- ND Grid Heading (in PSX displayed when aircraft is north of 73°N or south of 60°S, and heading reference switch is set to NORM)
- CREW/PASS/SUPERNUMERARY OXY LO EICAS Message
- CREW/PASS OXY REFILL Status Message


The following features are included in PSX and can be set by the user:

- Fixed ATHR washout profiles (in PSX you can set flight levels between which the CLB thrust derates will washout)
- Decision height aural alert – 925-Hz tone (PSX can trigger "flare tones" at 100, 35, 20 ft RA)
- Resettable Overspeed Siren (available in PSX 10.168)
- A/P DISC Siren/Wailer Options (available in PSX 10.168)
- EICAS Hydraulic Page with Lists of Failed Systems
- EICAS Landing Gear Synoptics Page with Tire Pressure Data
- PFD Height Alert 2500/1500/1000 ft ? (in PSX it can be shown between 500 and 1000 ft)
- Dual Fixed Taxi Lights on NG
- "Smart 500" callout
- BANK ANGLE callout options
- BANK ANGLE variable callouts below 130' AGL (below 150 they are always variable)
- RTA Progress Enable/Disable (can be enabled on VNAV CRZ page)
- FMC FAA Flight Rules (1.2g min maneuver margin) (can be set on FMC MAINTENANCE pages)
- FMC CAA Flight Rules (1.3g min maneuver margin) (can be set on FMC MAINTENANCE pages)


Regards,

|-|ardy

[Owl]

I'll try and provide some more background on some of these:

- Heading Hold at Autopilot Command Engage

This option is where the aircraft will rollout and HDG HOLD will always be the roll mode when enabling FD/AP no matter the bank angle, so ATT mode is in effect totally removed. I couldn't find this as an option.

- Automatic APU Bottle discharge

I did try this on the ground and the bottle didn't discharge after 10s, but I'm not sure of the exact system logic so not sure.

- Fixed ATHR washout profiles

This I just mentioned as it is more versatile than the real frame, in which there are just 2 fixed profiles selectable. The baseline profile between 10000-15000ft for all ratings and an alternate profile which washes out between 10-30k for CLB1 or 10-35k for CLB2.

- Decision height aural alert – 925-Hz tone (PSX can trigger "flare tones" at 100, 35, 20 ft RA)

This one is not related to the flare tones, its an interrupted tone that starts 50FT above DH. The time period of the interruption gets proportionally shorter as you approach DH at which point it is a continuous tone, then it stops. Very rare option I've only seen it for real once.

- EICAS Hydraulic Page with Lists of Failed Systems
- EICAS Landing Gear Synoptics Page with Tire Pressure Data

Wasn't sure about this one, but the expanded HYD and GEAR pages are bundled together as a single option, you cant have one without the other. The part I wasn't sure about was whether the additional ANTISKID and LIMITER messages on the GEAR page were implemented as I couldn't figure out if it was possible to fail these in PSX on a per truck/wheel basis.

- PFD Height Alert 2500/1500/1000 ft ? (in PSX it can be shown between 500 and 1000 ft)

Yeah its optional to have it display from any of those 3 heights down to 500'.

- "Smart 500" callout

This one I included going from the description in PSX which is just "Mute 500 on ILS". I wasn't sure if all the logic was implemented related to glideslope signals, deviation and inhibit switches. I didn't have time to test so sorry if it is

- BANK ANGLE variable callouts below 130' AGL (below 150 they are always variable)

Info I have on this is:

Feature Notes:
• Enables bank angle callouts variable below 130 feet for roll angles of 35, 40, and 45
degrees.
• At low radio altitudes, the bank angle callout threshold varies linearly from a
10-degree roll angle (at 30 feet RA) to a 35-degree roll angle (at 130 feet RA).


Cheers

Owl

[Jeroen Hoppenbrouwers]

That BANK ANGLE callout at low alt should be WING TIP, WING TIP...

[Hardy Heinlin]

Re APU fire: You need to activate the malfunction in "severe" mode. The "bottle low" message will occur after circa 30 sec. In "non-severe" mode the fire will already extinguish when the APU is shutdown. Edit: The automatic fire system will use the bottle in any case, in severe and non-severe mode.

Re Fixed ATHR washout profiles: So these are actually 3 profiles then. Do you select your profile on the THRUST LIM page?


A question for you and all readers on the forum:

Do you know any 747 still in operation today that has any of the options listed above?

Maybe I'll try to implement some more options, but not for those parked in the desert :-)


Regards,

|-|ardy

[Mariano]

Since we are at it, here we go. ;-)

Hardy, would you consider adding the non-GPS MMR option? I could disable GPS NAV, but it doesn't hurt to ask for the extra realism.

Thanks,

Mariano

[Gary Oliver]

Since we are at it, here we go. ;-)

Hardy, would you consider adding the non-GPS MMR option? I could disable GPS NAV, but it doesn't hurt to ask for the extra realism.

Thanks,

Mariano

After I went to the effort of swapping out my CB panel faceplates!

[Mariano]

I long for the good old pre-FANS 1 (PS1) FMS days.

Correcting back to track just before coasting in after some gradual Class II IRS drift has some romantic allure to me.....

Mariano

[Hardy Heinlin]

Regrettably, that romantic non-GPS MMR option would be too expensive :-)


|-|ardy

[Owl]

Since we are at it, here we go. ;-)

Hardy, would you consider adding the non-GPS MMR option? I could disable GPS NAV, but it doesn't hurt to ask for the extra realism.

Thanks,

Mariano

I have to admit I was thinking along the same lines. It would be pretty cool to see the aircraft as it would have been, rolling out of the Everett plant in early 1988. A different beast in so many ways from later production frames.

Re the APU fire: That explains it as I was expecting discharge after 10s as per the doc I have, looks like I didn't wait long enough to see it.

Re washout: The two profiles need different FMC OPC software so not user changeable.

Owl

[Hardy Heinlin]

Re washout: The two profiles need different FMC OPC software so not user changeable.

So, at the end of day, the option is actually available in PSX: For CLB1, and separately for CLB2, just enter the flight levels you want. 100-150, 100-300, 100-350, or whatever. In PSX you just use edit fields instead of switches. When you load a BA model with RR engines you will see a special example of washout values in those edit fields.


|-|ardy

[Will]

Questions on the washouts... Any chance there are pilots here who have flown with both variants? If so, is there a noticeable effect in terms of time to altitude? Or is it just something that saves some $$$ for the boss but isn't really felt by the crew?

[United744]

Questions on the washouts... Any chance there are pilots here who have flown with both variants? If so, is there a noticeable effect in terms of time to altitude? Or is it just something that saves some $$$ for the boss but isn't really felt by the crew?

I did some experiments with this, and found climbing faster (vertical rate) was more advantageous.

I have a spreadsheet of weight vs. climb speed to find the optimum, and use a washout of 100/200.

I did many climb tests, including no derate and no washout, and very slow washout, and settled on 100/200.

If you washout too slowly, you hurt climb perf, and too quickly you just burn more fuel for little gain.

Takeoff derates make the biggest difference, and takeoff derate+climb washout together saves significant fuel.

[jawomba]

Hi, asked the copilot in edge regarding follwing:

- Heading Hold at Autopilot Command Engage

"Short answer: Yes – the pure HDG HOLD logic at autopilot engagement still exists on certain 747‑400s, but it depends on the FCC (Flight Control Computer) software standard and airline options. The classic Boeing logic was:

Bank ≤ 5° → AP engages in HDG HOLD

Bank > 5° → AP engages in ATT (Attitude Hold)

Later, Boeing introduced an optional modification: "Heading Hold at Autopilot Command Engage". With this option, the autopilot always defaults to HDG HOLD, regardless of bank angle.

🛫 Details of the HDG HOLD option
Original design (older frames): ATT mode is triggered when engaging AP in a turn > 5°.

Modified option (airline selectable): ATT is bypassed, and AP goes straight into HDG HOLD.

Reason for change: ATT mode was considered less safe because crews could overlook that the aircraft was simply holding bank attitude without active heading control. Airlines requested HDG HOLD as the default to reduce workload and avoid surprises.

✈️ Where it's still in use today
Passenger fleets (BA, Lufthansa, KLM): Originally delivered with ATT logic, but many aircraft were later modified to HDG HOLD.

Asian carriers (JAL, Cathay, Korean Air): Several aircraft retained the HDG HOLD option until retirement.

Cargo operators (Atlas Air, Kalitta, Cargolux): Both variants exist. Ex‑passenger aircraft often still have ATT, while later‑built or modified freighters use HDG HOLD.

⚠️ Key notes
The option is documented in Boeing's AFDS Options Catalog as "Heading Hold at Autopilot Command Engage".

Most simulators (PMDG, Aerowinx PSX) model the classic ATT logic by default, but allow configuration for HDG HOLD.

In reality, most active 747‑400 freighters today are configured for HDG HOLD at AP engage – ATT is rare outside of older, unmodified frames.

✅ Conclusion: The HDG HOLD‑only option is still present in some 747‑400s, especially in cargo fleets that have adopted the safer autopilot engagement logic. The older ATT behavior is now uncommon."

I have send a message regarding this to Captain Obet.

best regards,
Jan

[Hardy Heinlin]

Hi Jan,

thanks. I put this option on my todo list.


Regards,

|-|ardy

[jawomba]

Hi Hardy,

thank You very much.

I have raised another question to the copilot regarding the gear synoptic.

How is it about the Gear synoptic on the 747-400? some 747 came with tyre pressure, some wihtout (only break temperature) and a third option is Gear tilt, antiskid (status) and limiter faults?

"Direct answer: The 747‑400 gear synoptic is not standardized across all aircraft. Boeing offered several optional configurations:

Basic version – shows gear position and brake temperature only.

Enhanced version – adds tire pressure monitoring.

Advanced option – includes gear tilt indication, antiskid status, and brake torque limiter fault messages.

🛫 Gear Synoptic Variants on the 747‑400
The EICAS gear synoptic page was designed to be modular, with airlines able to select options depending on cost, maintenance philosophy, and operational needs:

Brake Temperature Only (baseline):

Displays gear door status and brake temperatures (scale 0–9).

Most common in early deliveries and passenger aircraft.

Brake Temperature + Tire Pressure:

Adds tire pressure readouts for each wheel.

Useful for ground crews and monitoring during long‑haul ops.

Not universally adopted due to sensor reliability and maintenance cost.

Brake Temperature + Gear Tilt + Antiskid/Limiter Faults:

Shows tilt status of main gear (important for retraction/extension logic).

Displays antiskid system faults and brake torque limiter failures.

Typically found in later builds or aircraft with enhanced brake monitoring packages.

✈️ Why the differences?
Airline Options: Boeing offered these as selectable features in the AFDS/EICAS options catalog.

Maintenance Philosophy: Tire pressure sensors were prone to failures; some airlines preferred manual checks.

Operational Needs: Cargo operators often opted for enhanced monitoring (tilt, limiter faults) to reduce turnaround risks.

Retrofits: Some passenger aircraft were later upgraded when converted to freighters.

⚠️ Practical Notes
Brake temperature indication is universal – all 747‑400s have it.

Tire pressure indication is optional and not present on all frames.

Gear tilt/antiskid/limiter faults are part of a more advanced monitoring package, not standard.

Simulator products (e.g., Aerowinx PSX, PMDG) usually model the baseline brake temperature version, but allow configuration for tire pressure or advanced options.

✅ Conclusion: The 747‑400 gear synoptic exists in three main configurations:

Baseline (brake temp only)

Enhanced (adds tire pressure)

Advanced (adds tilt, antiskid, limiter faults) Which one is installed depends on airline choice, build standard, and retrofit history."

regards, Jan